Internal combustion indicator



Dec. 13, 1932. c. E. cox

INTERNAL COMBUSTION INDICATOR Filed July 29. 1929 5 Sheets-Sheet 1 INVENTOR, C/ude E. Coxy Dec. 13, 1932'. c. E. cox

I INTERNAL COMBUSTION INDICATOR 5 Sheets-Sheet 2 Filed July 29, 1929 mx; 0 m0 5 Sheets-Sheet 3 Dec. 13, 1932. c. E. cox

INTERNAL COMBUSTION INDICATOR Filed July 29, 1929 seg i. n QS wl um n@ Dec. 13, 1932. c. E, cox 1,890,601

INTERNAL COMBUSTION INDICATOR Filed July 29, 1929 5 sheets-sheet 4 INVENTOR.

Claudel/7. 00x,

,Ir Il Ill ATTORNEx/.s

Dec. 13, 1932. c. cox 1,890,601

INTERNAL COMBUSTION INDICATOR Filed July 29, 1929 5 Sheets-Sheet 5 INVENTOR. Claudel?. 00x,

j... i MfQh/v.

A TTORNEY Patented Dec. j 13, 1932 PATENT oFFIcE v`CLAUDE EL COX, F DETROIT, MICHIGAN INTERNAL COMBUSTION INDICATOR Application mamy 29, 1929. semi No., areas.

The general object of my invention is to produce-improved mechanism by means of which `diagrams of average pxressure conditions within a cylinder of a igh speed engine may be produced with a high degree of accuracy at comparatively low speed of diagram production.

A feature of novelty, and probably the most important, is the provision of mechanism by l@ means of which, all of the cylinders of a multi-cylinder engine being equipped with sampling valves, a correspondingy number of pressure diagrams may be simultaneously roduced in exactworking phase relation- 15 ship, thus enabling a more accurate comparison of pressure conditionsin the entirev engine than has heretofore been possible.

Another feature of novelty in my device resides. in an improved sampling valve by 59 means of which sample pressures, effective upon the diagram drawing mechanism, may be obtained andv segregated from the working cylinder at a point at a minimum distance from the cylinder, thereby reducin to a :12? minimum the possibility of pressure uctuations upon the diagram drawin Vmeans,

y which do not occur within the wor ing cylinder, and which ma otherwise be imposed n on the diagram rawing' meansbecause 13? o the character of the necessary conduit betwzen the working cylinder andthe sampling va ve.

Another' feature of novelty in my device resides inY a combined sampling valve, ot the character speciied above, and sparking means whereby the need of a special opening for reception of` the sampling valve is avoided.

Another feature of novelty my device resides in the electro-magnetic character of 49, my sampling valve, the simplicity of which makesy possible the ready application of diagram drawing means to each cylinder of any engine of common construction without the need of elaborate special equipment.

43. The accompanying drawings illustrate my invention.

Fig.1fis a developed view of the apparatus, some of the parts (including one of the samplingvalves of the spark-plug form)` be- 53 ing shownin axial section; v

Fig. 2 is a. plan of the sampling valve shown'in Fig. 1;

Fig. 3 is an axial section of one form of my improved sampling valve without an immediately associated spark means;

Fig.` l a schematic diagram of driving and phase changing gearing for the circuit breaker and indicator;

Fig. 5 is a fragmentary section of one element of the circuit breaker; 60

Fig. 6 is an end elevation of the gearing indicated in Fig. 4;

Fig. 7i a perspective of the recording element, and

Fig. 8 is adiagrammatic plan of the diagram drawing means.

In the drawings E indicates the engine to be tested;` I indicates any suitable indicatorcard drawing mechanism comprising a drawing tool 10; P a pressure-affected positioning device. for the tool 10; S my improved samplinor valve embodying sparking terminals; S van alterative form of sampling valve; and CB a desirable form oit' circuit breaker by means of which actuation of the sampling valves may be obtained at any desired phase of a cylinder cycle.

i The two illustrated forms of sampling valvesy S and S are, inthe main, identical. Each comprises a main body 11 provided at one end with a threaded plug 12 preferably sized for reception in a threaded opening 18 in an engine cylinder 14E capable of receiving a standard spark plug. In the body 11, as close as possible to the end of plug 1Q, is a small, outwardly-presented valve seat 15 at the outer end of a short, small diameter passage V16 which leads to the end of plug 19.. Leading outwardly to the outer end of seat 15 is a valve passage 17 in which is mounted a valve 18.

The upper end of passage 16 is enlarged and provided with circumferentially-spaced inwardly projecting ribs 19 which form a guide for an armature head 2O which is adjustably secured to the outer end of the valve stem 21 by threads 22 and check nut 23. At the outer end of body 11 is a flange 24 which forms a wall of the chamber 25 within which head 20- lies. Head 2O forms an armature Chi.

vci

,n for an eleotroniagnet. i Chamber 25 is closed bya non-magnetic plate 27.

dinally grooved, as indicated vand chambered at 36V toy receivethe'terminale electromagnet 80, the., poles of. whichklie against the outer face of plate 27.` Leading from passage 17, through a nipple `structure is apassage 32.1- Y Y.. In'the structure S the body y11 isllongitu# @1313.5 (Fig-11) 31 mounted on thebase of the electroinagnet',`

y Acarryingporcelainelement.37 of'a standard at the end of spark-plug, the sparking. Yterminals v38 of f -whichare projectedinto asmall chamberl)V plug 12 :and with whichA the innerendfofpassage 16' communicates/f t `Formed/"inl vthe outer end oflhead 20Jisyarf-y y pocket tin'whichisl. al compression spring 4;()

mallyseat lvalve .v1-8.v onitsi vseat l15". 1.

i Yabutting against'platej27 and servlngto nor- V.The indicator. mechahisinii (Figs. 1, 7,5) y

may bev lofira-nydesired constructionv and I .A have indicated one kof thev open-card typev comprisingVY afplatenf50, paper supply roll 51, guide ,rolls 52, 52, one! offwhich maybe s driven from the circ'uitbreaker- CB by. suitl Yable driv'ingpconnections 53 y(Fig. 7), and a vr l plurality offdrawingtools 10. A' plurality;

of .drawing tools p 54 for drawing.atmos-;

. pheref? lines or reference lines indicatingiany desired instant of Working cycle y for each dia-V gram may begcarriediby` a carrier Y adjustablefla'terally of the paper'56; means of a rack 57 and manually .adjustable1pinion`58-f g 1 The device',v P may, of course', Abe vof any suitable form'having aV pressurefafectedf el'ej vmentadaptedto'pcsitionthe tool 1-0. .A convenientstructu'repcomprises aircylinder 60v containing a piston 61 .connected v'ate62vvith the armflwhichcarries tool 10. Piston 61 is normally urged to theY receivingend of cyl- Y inderGO 'bya tension'spring 63 anchored at i .loneendto a collaril rotativelv associated 1 withfthepistonvrodand anchored at the other Vend Vtoa-:collar ivaxiallv adiustable` onf'the cylinder bodv by the threaded mounti'ngf.

' Cylinder160'is yconnectedto nipple 3'1- Vof, the

sampling valvebv ajpip'e y70,ipreferably of assmall volume lcapacityaspractical. 5o

f Ymeans may be providedIfor momentarily en- Any :suitable timing. and 'phasechanging ergizing each electro-magnet..Strand therebji,7 momentarily open ing communication between ergized must.r of course. be a ver;7 small fra ciVV tionofthe'time'interval of the stroke voff the piston of theYV engine fromy one endof its cylinw der to the other. l i 1 g Referring now-to.Figs.4 to`6. A cam shaft Q theengineV cylinder vand cylinder' 60 y at Aaccu- ,-r'rately determinable .times V'r'hrou.Ofhout'y the cycles engine operation. The timeinterval during whichjthe' electrofmaguet 80 -is en-v 71 connected Vby-a suitable driving connect1on 72 fr (Figs. land 7) `to the engine-to beY tested sof-astoffm'ove in'lsynchronisln with the engine crank shaft. In a four cycle engine .this will be at one-half the speed of the crank ASecured to flange 24 is a relatively strong by the centerV line'inFig.. Iny interpretingA f i this figure, there-fore,` it is to be junderstod broken off andzdistortedff-romf. itsfactual position. Journaled on *the endi7l Vis a pinionV 7 having a clutch element a75. adapted*tobe'H engagedby 'alclutchelement v76 'splined .at7 7 Von the shaft end 71".and movableintof'and outv of clutching 4engag.ement .withthe clutchV ele- Vment77.5,"b1'e`1n vretained 1n, eitherone 'ofl its two positions y acommon form of retainer 78. v'z Pinionl 74'1neshes with the gear 80whichl carries'a pinionSlmeshingwitha gear l82y which carries a pinion 83' which v'meshes withv gear 84 jo-urnaled 'on' a" sleeve shaft; 85'- and brovded; Wi'thaY clutch Aelement 86.ff The gear-the--purposeof which'will appear. l

r- Journaledconcentr-icnwith shaft -71 isa head` and spool 91 which are connected'v rotatable asaunit.-` y Y K t Head 90 carries agear 94' which .meshes with yafpinionrfV on one end of sleeve 85-and` slidablyl mounted on .said 4sleeve 85 is a clutch together `ley-suitablev connectors 92's'o'as1to .beiV

pins` are slidablein: openings 99 in a head 100 whichV 'isl `securedtol :the outer vend ofjclutch element 96 byiineansof which` itlmay4 be aXially-shifted. iff 'l f f v Journaled in sleeve 85 is a shaft 105fto the outer endof which 'is' secured a-fiange 106 Vthat one fend? 71' "of shaft 711. is shown as I train ofgears 748 forms. a speed lreduction los . elementl96 which isfadaptedto. be moved intok I having aperforation '107-in'which is slidably r mounted' a pin 108 carriedpby a head ll09-.slida-Y bly connected with thefhub of flange 106,v pinl 108 being soarrangedfthat its freel endmay be projected into anyone ofv a series Vof circumferentially spaced notches 110V formed inV flange 98,*whereby the angular relation be* tween-shaftlO and sleeve 85 may be adjusted.Y Notches 1.10 arev circumferentially distributed, conveniently at equal distances-to provide for various timel intervals'oflmagnet current lInainten'ance, so that differentfener l gizing-curiientintervals may be provided for nected.

energization of the magnet, depending upon the speed of the engine and the saturation lag of the magnet.KV

Secured to the inner end of shaft 105 is a pinion 115 which meshes witha gear ring 116 journaled on a series of eirc'uinferentially spaced lugs 117 carriedl by head 90, pinions 95 and 115 being of the same pitch diameter and gear 94 and gear ring 116 being of the same pitch diameter.

The inner surface of ring 116, betweentwo of the supporting lugs is provided with a camy 119 (Fig. 5) which is engaged by the free end of an arm '120 carried by a rock shaft 121 which is parallel with shaft 71 and is journaled in heads and 91. Shaft 121 carries an arm122 provided withV a pin or roller 123 which takes into a notch 124 in a plate 125 which is pivoted on a rod v126 which extends between heads 90 and 91. A similar plate 125 also pivoted on pin 126, is arranged adjacent head'91 and the two plates 125 and 125 are connected by a grounded bar 130 which carries a plurality of contact points 131 one corresponding to each cam surface 73. Iivoted on a rod 126 is a series of contact fingers 132 which are relatively insulated and which are arranged in registry with the contact points 131, each arm 132 having a bearing block 133, conveniently of insulated material, for engagement with the aligned cam surface 7 3. Each Contact arm 132 is spring pressed toward contacting position with its aligned Contact point 131 by a suitable spring 134, said springs conveniently acting as current-carry# ing members to which the external connection tothe magnet current supply are con- These several wires may be supported by a drum 140 connected 'to head 91,

' as will appear.

The construction just described is such that, by shifting gear ring 116 on head 90, by` manipulation of head 109 relative to flange 98, the relation of contacts 131 toV the contact arms 132 may be varied to vary the time of contact of the several contact arms 132 with the contacts 131. This is necessary because, as compared with the speed of the engine, an appreciable time is required to properly energize the electromagnets toactuate the sampling valves, and hold them open for the desired length of time. j

In order to drive the paper supply roll 51 in synchronism with the engine, I provide the f" following mechanism Securedto gear 84, so as to rotate therewith, is a pinion 150 which meshes with a gear 151 secured to a sleeve 152 which carries two gears 153 and 154 of different diameters.

f Splined upon a shaft 155 is a sleeve 1.56 which carries two gears 153 and 154 capable 0f being meshed with the adjacent gears 153 and 154, the sleeve 156 being yprovided with a head 157 by which it may be manipulated i and retainingmeans 15S-of `well known form being provided to hold the gear pair 153-154 in either one of its adjusted positions. Shaft 155 is connected by gears 160 and 161 `with a shaft 162 which leads to the paper feed roll, which, as is usual, is pro-r vided with pins capable of engaging the paper and feeding it in synchronism with engine speed.

The operation of the circuit maker is as follows:

When clutch 76 is separated from clutch 75 pinions 94 and 95 will be stationary and the cam surfaces 73, coacting with the contact arms 132, will energize the electro-magnets 3() at a predetermined time in the cycle of each working cylinder, thereby opening each sampling valve at the same phase period with relation toV the several cylinders. The working cylinder pressure thus obtained, as an average of a multiplicity of operations of each sampling valve will be built up against the appropriate pistons 61 so that the drawing tools 10 will be appropriately positioned. By manipulating head 109 and rotating gear 115 relative to gear 95, the relative position of cam 119 to the free end of arm 120 may be modied so as to shift the contacts 131 t0- ward or from the free ends of the Contact arms 132, thereby increasing the contact period of the manget circuit when the bar 136 is set closer to said free ends, and decreasing the Contact period when bar 130 is set further away from said free ends. The desired and necessary period of energization of the electromagnets may thus be nicely adjusted relative to the engine speed to not only assure energization of the magnets but to determine the period of energization and thus control the time interval during which the pressure sample is being obtained.

So long clutch element 96 is out of engagement with clutch element 86, the phase relation of the sampling period will remain the same, and by manual rotation of head 100, pinion acting ongear 94 will angularly shift structure 9091 so as to change he phase relation of the circuit controlling elem-ents relative to the cam surfaces 73 and thus determine the point in a working cycle at which sampling occurs. By shifting' clutch element 96 into engagement with clutch element 86, this phase relation is progressively advanced automatically, thus permitting the automatic production of a complete indicator card. The speed change gears 153-154, an d associate parts are provided in order that the speed of movement of. the paper relative to yengine speed may be varied. i Y

It will be noted from the preceding description that I have provided mechai'iism by which indicator cards` relating to all of the cylinders of an engine under test, will be simultaneously produced under pressure sampling conditions which are exactly co- Las' Nais

ros

vOrding means, one for each engine cylinder,

" lyincreasing the possible accuracy of interpretation of the diagrams.

, It will be noted that the time period re quired for the production of the Vdiagram record of one complete working cycle eX- tends over a periodv of time occupied by a considerable number of crankshaft revolutions, although the actual time required in the production of a complete pressure cycle record is so comparatively short. Thatis to sa-y, a diagram may be produced in, say, anywhere from a quarter of a minuteto a minute,

more or less, vwhile the crank shaft of the engine 1s makingseveral hundredrevolutions'. The record sheetsvill of course be d1- videdl longitudinally in time interval indi-, cations and a continuous series of indicationsv may-.be produced throughout 'a test period,

during which test period various changes in carburetor adjustment, spark conditions etc., may be changed and. the eiiect of these changes readily observed because of the relatively slow production of the indicator cards. VVarious inlet and exhaustmanifolds may be substituted one for the other', changes in cylinder head constructions, valve arrangements andcombustion spaces may be changed and the 4eects Vof these various changes may be readily recorded, observed duringthe production of thev records and subsequently compared. VVAs a consequence, it has been found possible, fromv records produced with this instrument, to reach much more accurateconclusions as to the effect of various structural characteristics of high speed engines than has heretofore been considered possible.

I claim as my invention: A v l. Recording means for concurrent pressure conditions in the several cylinders of a multi-cylinder engine, comprising a plurality of substantially simultaneously actuable reca coordinatedfplurality of pressure-affected means interposed between said recording meansand cylinders, and a single means synchr'onized with the engine for activating all of Vsaid ypressure-affectedk means in "common phase relation with the engine. Y

2. Recording means for concurrent pres-V sure conditions in the several' cylinders of aV multi-cylinder engine, comprising a plurality of substantially simultaneously actuable recording means, one for each engine cylinder, a coordinated plurality of lpressureafected means interposed between said recordin'g means and cylinders,- and a single means coordinated with allot said pressureaffected means for determining the activity of said pressure-atfectedmeans relativeto side ofthe valve seat their recording'means at various phase relations in the working cycle of the engine.

3. Recording means for concurrent pressure conditions in the several cylinders of a multi-cylinder engine, comprising a plurality of substantially simultaneously actuable recording means, one foreach engine cylinder, and each comprising a pressure-affected element, a plurality of sampling valves interposed one betweenv each cylinder and its associated pressure-aected element, and a single meansfor Acontrolling the opening of all of said sampling valves at successive intervals for relatively short periods in concurrent phase relation with the engine cycle. i

4. kA 1 pressure 'sampling 'Valve comprising a tubular main body'formed at one end for immediate connection with anl engine cylinder and having therein a valve seat closely adjacent said end, a normally closed valve seating on said seat, kand means pressureisolatedV from-the valve by which said valve may be momentarily opened, said' means being carried by andtransportable with Vthe tubular main body.

5. A sampling valve of the characterdei fined in claim 4`where1n the means for open ingfthevalve is an electro-magnet. l

6. vA sampling valve of the character dened in claim l4 wherein't-he means for openving the valve 1s an electromagnet pneumatically isolated from' the valve by a nonmagnetic diaphragm. Y

7. A Vsampling valve of the character specified in claim 4 wherein sparking terminals are arranged therein on the engine cylinder and closelya'djacent thereto.

8. A sampling valve comprising a tubular i body provided at one end with a-thre'aded portion formed for reception in a standard spark plug opening of an internal combustion engine, a passagethrough said main body'having a valveseat closely adjacent the free end of said threaded portion, a normally closed valve associated With said' seat, and ignition means arranged in'said body between Vthe valve seat and the enginecylinder-end ot' the body.

9. A circuit controller comprising a'pluralously vary the contacting relation between it andthe plurality of terminals.

l0.` Recording means for concurrent pressure conditions in several cylinders of a ymulti-cylinder engine, comprisingrr a recordreceiving element land means for driving the same, a plurality of record-producing elements arranged to act upon ypredetermined terminals in'a predef j plurality spaced in j seat ormed within said body closely adjacent said threaded end, `a valve (1o-operating with said valve seat, means for normally holding said `valve `upon its seat, an electro-magnety mounted on said tubular body and pneumatically isolated from the valve andl its seat and an armature carried by the valve within the field of said magnet. Y

12. A pressure-sampling valve comprising a tubularbody formed at one end for threaded insertion in a standard spark-plug opening of an internal combustion engine, a valve seat formed within said body closely adjacent said threaded end, a valve cooperating with said valve-seat, means for normally holding said valve upon its seat, `an electro-magnet mounted on said tubular bodyV and `pneumatically isolated from the Valve and its-seat, an armature carried by the valve within the iield of said magnet and sparking terminals carried i by and within said tubular body on the inlet side of the valve seat.

13. A pressure-sampling valve comprising a tubular body formed at one end for threaded insertion in a standard spark-plug opening of an internal combustion engine, a valve seat formed within saidbody closely adjacent the threaded end,`a non-magnetic dia- Ehragm closing the other end of the tubular ody, a valve mounted in thebore of said body between the diaphragm and said valve seat, an electromagnet mounted on said body with its poles outside but closely adjacent the diaphragm, and an armature carried by the In witness whereof, I, CLADE E. CoX, have hereunto set my hand at Indianapolis, Indiana, this 6th day of July, A. D. one thousand nine hundred and twenty-nine.

CLAUDE E. COX.

valve closely adjacent the"diapliragm and j within the iield of the magnet poles.

14. A pressure-sampling valve comprising a tubular body formed at one end for threaded insertion ina standard spark-plug opening of an internal combustion engine, a valve seat formed within said body closely adjacent the threaded end, a non-magnetic diaphragm closing the other end of the tubular body, a valve mounted in the bore of said body between the diaphragm and` said valve seat, an

electro-magnetmounted on saidbody with its poles outside but closely adjacent the diaphragm, an armature carried by the valve closely adjacent the diaphragm and within the field of the magnet poles `and sparking terminalscarried by and within said tubular y body on the inlet side ofthe valve seat. 

